td5 auto lockup problem

Aftermarket MAF are often out of spec from the box.

A MAF sending bad info will mess up the Transmission...

Thankyou Tombie.
Ive been driving around with the maf unplugged and had no more lockup troubles.
connected it back up yesterday to test the theory & it played up straight away...
Now my old maf is shot & no good, the newer maf i have is shot also,
Pin 1-2 only reads 4.3 kohms, should be 16.8 kohms.

It is still under warranty & they claim it has siemens part in it.

Whilst im trying to sort out a replacement and MAF unplugged, is it true that the maf is mainly to control the EGR, mine is blanked off anyway.
Is default mode that bad?
To be honest, when i put the new maf on a while ago i didn't notice any power difference, and fuel consumption has never been that fantastic either, around 9km per litre.
Cheers & thanks again for your knowledge :BigThumb:

Quote:

---

Originally Posted by roverv8

Thankyou Tombie.
Ive been driving around with the maf unplugged and had no more lockup troubles.
connected it back up yesterday to test the theory & it played up straight away...
Now my old maf is shot & no good, the newer maf i have is shot also,
Pin 1-2 only reads 4.3 kohms, should be 16.8 kohms.

It is still under warranty & they claim it has siemens part in it.

Whilst im trying to sort out a replacement and MAF unplugged, is it true that the maf is mainly to control the EGR, mine is blanked off anyway.
Is default mode that bad?
To be honest, when i put the new maf on a while ago i didn't notice any power difference, and fuel consumption has never been that fantastic either, around 9km per litre.
Cheers & thanks again for your knowledge :BigThumb:

---

in autos they play a role in the way the auto shifts and locks up.

A working gen maf makes a big difference over an unplugged or non gen maf in the way the auto behaves.

Quote:

---

Originally Posted by Benny_IIA

in autos they play a role in the way the auto shifts and locks up.

A working gen maf makes a big difference over an unplugged or non gen maf in the way the auto behaves.

---

Thanks, Ive heard before a crook maf can mess up shift points at different revs but i didn't know it would effect lock up.

New VDO (made in Germany) maf fitted today.
Disconnected battery to reset ecu's & fitted.
Noticed slight response with gear change & engine power but nothing to get excited about,
I hope the fuel economy proves as an advantage :eek2:
Lockup seems ok so far

Get the adaptations reset by someone with a diagnostic tool

well, I still have intermittent problems with lockup.
Things done.
New VDO MAF.
New thermostat & temp is running correctly,
The earth points under center console were checked & tight, I have also since undone them & cleaned with sandpaper.
Changed trans oil again.
Lock up does work, it's just getting it into lockup sometimes

This morning on the HWY, as the temp came up to normal it dropped straight into 4th lockup as it should, so i slowed down and put it back to 3rd to test & it refused to lockup, then put back to 4th and it was fine.
If i start out seeking 3rd gear lockup & it does plays up,
it will play up in 4th,
if 3rd lockup works as it should 4th will also.
Has anyone had trouble with Trans ECU?? it seems to get confused or the wrong signal. :confused:

I am pretty sure the trans ecu does not sense engine temp. Lockup is delayed by a timer which assumes the trans has reached operating temperature. (about 15 min) I don't think the MAF has anything to do with it either on a TD5.
I would be checking all the earths around the ecu and trans again, and also the battery voltage.
I have found that 90% of the problems on my D2 have been fixed by cleaning earth points. The ecu's run on 5v, doesn't take much resistance to drop that 5v to 2v.....

Cheers,
Terry

Quote:

---

Originally Posted by roverv8

well, I still have intermittent problems with lockup.
Things done.
New VDO MAF.
New thermostat & temp is running correctly,
The earth points under center console were checked & tight, I have also since undone them & cleaned with sandpaper.
Changed trans oil again.
Lock up does work, it's just getting it into lockup sometimes

This morning on the HWY, as the temp came up to normal it dropped straight into 4th lockup as it should, so i slowed down and put it back to 3rd to test & it refused to lockup, then put back to 4th and it was fine.
If i start out seeking 3rd gear lockup & it does plays up,
it will play up in 4th,
if 3rd lockup works as it should 4th will also.
Has anyone had trouble with Trans ECU?? it seems to get confused or the wrong signal. :confused:

---

Can you find anyone within cooee that has a hawkeye or nanocom? The Autobox module will let you check the status of the switches within the EAT ECU which will determine where the problem lies. The recording function is broken in the current EVO firmware so you'd someone to monitor the state of the lock-up switch in the situations where you think it should be locking but isn't. The state of Solenoid 3 shows whether the lockup clutch is activated or not.

It would also be useful to see if the EAT ECU is logging any faults that don't trigger the M&S lights. Lock up solenoid or clutch faults should trigger limp home mode and the M&S, but CANBUS communications issues like invalid engine temp which shows up as a "P1884/Fault 19: CAN message T_MOT invalid (FFh)" don't trigger limp mode.

cheers
Paul

While we are getting on to the Nanocom and the Autobox.

Has anyone had any problems with it recording the Autobox outputs? When I press the "Disk picture" the file screen comes up then I press the file name box and the keyboard appears but the cursor doesn't flash and I cant enter any file name and hence cant record the outputs.

If I could get it to work I could post up my outputs for a comparison.

Happy Days.